Locomotive



June 26, 1945.

s. MARCHAK LOCOMOTIVE Filed Sept. l0, 1943 2 Sheets-Sheet 1 INVENTOR. Zwar/110KW.

l *N NN June 26, 1945. s. MARCHAKl 2,379,021

v LocoMoTIvE Filed Sept. 10, 1943 2 Sheets-Sheet 2 qp INVENToR.

fazamoyM/mamm Trama Patented June 26, 1945 U N I TE D STAT ES PAT ENT OF LoooMorrvE.

Solomon Marchak, New York', N; 'l'. Application` September 10, 1943, Serial No. 501,245.

(Cl. 'T4-333) 3 Claims.

This invention relates to locomotives and refers more particularly Vto a mechanical transmission mechanism for Diesel locomotives used in minesand the like.

Locomotives operated by 'Diesel engines were provided heretofore with' electrical means or chain drives transmitting the power from the Diesel engine to the driving aXle of the locomotive. Such means are often expensive, cumbersome and unreliable in operation.

An obi'ect of the present invention is the provision of a single mechanical transmission mechanism between a vDiesel engine and the driving axle ofza comparatively small locomotive usedY in mines and for other similarv purposes, said translmission mechanism being comparatively inexpensive to manufacture and reliable in opera- Y come apparent in the course of the following specification In accomplishing. the objects of the presentinvention, it wasfound advisable to provide a transmission mechanism having three shafts, one of which is a stub shaft connected with the clutch of the Diesel engine. The other two shafts carry various gears. One of said gears is integral with the shaft stub and is separated from one of the gear-carrying shafts by a ball bearing while another gear is` keyed upon the other gear-carrying shaft and meshes with the first gear. The first gear-.carrying shaft carries a slidable coupling. gear which may be moved into engagement with the first gear thereby providing a direct connection between the first gear-carrying shaft and thek clutch. Another movablel couplingA gear is mounted upon; the rst gear-carrying shaft and may swinginto engagement witha gear rotatably mounted upon theY first gear-carrying sha-ftand meshingv with ano-ther gear keyed upon the, second gear-carrying shaft. This arrangement may be supplemented by a iurthergear meshing with one of the gears upon. the first gear-carrying shaft, andI rotatablymounted upon the secondgear-carnyingshaft. TheA described arrangement may be. Conveniently utilized forattaining at least, three. `different speeds.

The invention will appear more clearly from the following detailed description when taken in connection with accompanying drawings-.showing by way of .example a preferred embodiment of the inventive idea,

In the drawings:

Figure 1. shows partly .in Side Velevation and partlyin section, `a transmissionmechansm.constructed, in yaccordance with the principles of the presentr invention.

Figure 2 is aside view lookingl in the direction of arrows 2--2 of Figurejl.

The transmission mefhanism Shown in the drawings is driven from a. Diesel engine not shown which isconnected with a .clutch HJ. The clutch vIl)'isconnected by a shaftv I I with flexible coupling l2. The other side ,ofthe coupling is 'firmly connected with a shaft stub'l, which is carried by bearings I4 upon Ya plate lconstitutihgapart of a casing I6.`

.The'shaft stub I'3 may be integral with a gear wheelll. The gear-wheel I'l has teeth I'8 which are wider than the teeth i9 of `agear wheel 20. The teeth I8v and |9 of lthe gear wheels Il and 20-v are in engagement with each other.

The gear wheel Il has a `recess located upon the outer side thereof. This recess carriesa ball bearing 2|. The bearing 2-I= -supports one end of a shaft 22. The opposite end of the shaft 212 is supported' by a balll bearing 23, which is carried upon a side 'platefZll constituting a part of the casing I6. The shaft 22y has two grooved or ribbed portions 25- and 2-6; f

A coupling gea-211; is mounted on the` portion 25 of the-shaft 22. rEhe gear 21 rotates along with the shaft 22- but is slidable in relation to that-.shaftby vmeans of a device 28 which canv be conveniently operated by the-engineer andiwhich is illustrated diag-rammatically-in the drawings. The gear wheel 21v carries :an inner crown '30 which may be movedinto eng-agement withthe teeth |'i3 of.' the gear wheel Il.

The gear wheel2l isfurther connected by the member-3L with' ay gear wheel k3f2 which isfmounted upon a shaft33. rLhe gear-.vvhee1"32C has teeth 34 which mesh withA kthe teeth v35. ofa gear wheel 36. The gear wheel T36. is rotatable upona ball bearing 31a which is mounted upon the sha-ftV 22.

The gear wheel 3.6. carries an inner crown 31 which maybe engaged by the. teeth: 381 of a coupling gear .3.9., whichv is 'slidable vupon the shaft portion 2:6, by meansgof 1a device. 4.0. The cou.-

, also carries a gear 51.

pling gear 39 rotates along with the shaft 22 and is further provided with teeth 43 which mesh with the teeth 4 I of a gear wheel 42.

The shaft 33 extends parallel to the shaft 22. One endof the shaft 33 is carried by ball'bearings 44, which are supported by the plate I5 of the casing I6. The opposite end of the shaft 33 is carried by ball bearings 45 which are located within the gear Wheel 42.

As already stated, the gear wheel 20 is keyed upon the shaft 33 and meshes with the gear wheel I1. Another gear wheel 32 is connected with the coupling wheel 21 and is slidable upon the shaft 33. This portion of the shaft 33 is provided with ribs so that the gear 32 rotates along with the shaft 33. The gear 32 is firmly connected with a front wheel 49' having teeth 46. The teeth 46 may be brought into engagement with the inner teeth 41 of the wheel 42. with the gear wheel 39 and carries an inner ball bearing 45 which supports the shaft 33.

The gear wheel 42 is integral with a shaft stub 48 which is carried upon bearings 49 mounted in the side plate 24 and in a casing 50, which is connected with the casing I6.

The outer end of the shaft stub 48 has a form of a bevel gear 5I which meshes with a large bevel gear 52 carried upon a shaft 53 within the casing 50.

The bevel gear 53 is connected with a toothed gear 54 which meshes with a large toothed gear 55. The gear 55 is keyed upon a shaft 53 which The gear 51 meshes with a gear 58 which is keyed upon the axle 59 of the locomotive. The axle 59 transmits its rotation to the wheels 69 of the locomotive.

In the position shown in Figure 1 the shaft I I of the clutch I drives the coupling I2 which is illustrated in its closed position. The rotation of the coupling I2 is transmitted through the shaft stub I3 to the gear I1 which is integral therewith. The gear I1 meshes with the gear 20 keyed upon the shaft 33 so that the rotation of the shaft I3 is thereby transmitted to the shaft The shaft 33 rotates along with the gear 32 which meshes with the gear 36. 'However, in the position shown in Figure 1, the gear 36 is freely mounted upon the bearing 31 so that the rotation of the gear 36 is not transmitted to any other member.

The engineer may provide a positive connection between the Diesel engine and the axle 59 by shifting the coupling gear 21 in the direction of the arrow 6| to a position in which the inner crown 3D of the coupling gear 21 is brought into engagement with the teeth I8 of the gear I1.

Then a direct connection is established between the gear I 1 and the shaft 22 by means of the engagement of the teeth I8 with the inner crown 30. The rotation of the shaft 22 is transmitted through the gear wheel 39 to the gear Wheel 42 which is in engagement with the gear 39. Since the gear 42 is integral with the shaft stub 48, the shaft stub 48 rotates along with the gear 42 and transmits its rotation through the bevel gears I and 52 to the shaft 53. Thence the rotation is transmitted through the gears 54 and 55 and the shaft 56 to the gears 51. and 58v and the axle 59. v

The engineer may also shift the coupling gear 21 in the opposite direction of the arrow 62. Then the wheel 32 will be also shifted and an operative connection will be established between The wheel 42 meshes the gear 32 keyed upon the shaft 33, and the gear 42.

Then the connection will be established from the shaft stub I3 to the gear wheel I1, the gear 20, the shaft 33, the gear 32, the gear 40, and the gear 42 to the shaft stub 48 and the bevel 5I. It is obvious that the axle 59 will be rotated then at a different speed.

The transmission is further provided with a movable coupling element 39 which may be operated by the engineer through the use of the usual device 40.

The engineer may shift the coupling gear 39 in the direction of the arrow 63 Auntil the teeth 38 of the gear 39 are brought into engagement with the inner teeth 31 of the gear 35.

Then power transmission takes place from the gear I1 to the gear 2U and thence through the shaft 33, the gear 32 and the gears 36 and 39 to the gear 42, which drives the shaft stub 48 and the bevel 5|.

It is apparent that the described transmission mechanism provides sturdy and effectively operating means for transmitting power from a Diesel engine to the wheelsr of a locomotive of the type used in mines and for similar purposes.

An important feature of the described construction is the insertion of a stub shaft or shaft stub I 1 between the Diesel operated clutch l2 and the gear-carrying shaft 22.

It is apparent that the example shown above has been given by way of illustration and not by way of limitation and that it is subject to wide variations and modifications without departing from the scope or intent of the present invention. All of such variations and modifications are to be included within the scope of the present invention.

What is claimed is:

1. A transmission for driving a driven shaft from a coupling with a plurality of speeds, said transmission comprising in combination two gearsupporting shafts, a gear operatively connected with said coupling and rotatable independently of said gear-supporting shafts, another gear meshing with the first gear and keyed upon the second gear-supporting shaft, a third gear rotatable along with the second gear-supporting shaft. a fourth gear meshing with the third gear, a fth gear rotatable along with the first gearsupporting shaft and shiftable thereon for operatively engaging the fourth gear, a sixth gear rotatable independently of said gear-supporting shafts and meshing with the fifth gear, and means operatively connecting said sixth gear with said driven shaft.

2. In a locomotive for mines and the like, a transmission for driving a driven shaft from a coupling with a plurality of speeds, said transmission comprising in combination two gear-supporting shafts, a shaft stub operatively connected with said coupling, a gear integral with said shaft stub and having a recess formed therein for receiving an end of the first gear-supporting shaft,

'a bearing between said gear and said end of the 'fifth gear rotatable along with the first gearsupporting shaft and shiftable thereon for operatively engaging the fourth gear, a sixth gear 'coupling with a plurality of speeds, said transmission comprising in combination two gear-supporting shafts, a gear operatively connected with said coupling and rotatable independently of said gear-supporting shafts, another gear meshing with the rst gear and keyed upon the second gear-supporting shaft, a third gear rotatable along with second gear-supporting shaft and shiftable relatively thereto, a fourth gearmeshing with the third gear and rotatable independently of said shafts, a fifth gear rotatable along with the iirst gear-supporting shaft and shiftable thereon for operatively engaging the fourth gear, a sixth gear rotatable independently of said gearsupporting shafts and meshing with the fifth gear, a clutch member rotatable along with the first gear-supporting shaft and shiftable thereon for operative engagement with the rst gear, the third gear being adapted to engage operatively the sixth gear, and means operatively connecting the sixth gear with said driven shaft.

SOLOMON MARCHAK. 

